Water-feeding and air-compressing mechanism for motor-vehicles.



No. 654,511. Patented 1u|y'24, |900.

` w. n. Bowxen a. F. P. SHERMAN. WATER FEEDING AND AIR G'UMPRESSING HECHANISM FUR'MOTUR VEHICLES.

(Application led Nov. 24, 1899.)

(No Model.)

. fn: noms Pneus co. wmumohwmncmn. n. c.

No. 654,5". Patented my 24, lwoo.

. l w. B. owKER a F. *'P. SHERMAN. WATER FEEDING ANDAIR GMPRESSING MECHANISM FUR MUTUR VEI'HCLES.

(Applicatcin filled Nov. 24, 1899.) (No Model.) 4 Sheets-Sheen 2.

No. 654,5ll. Patented .luly 24, 1900, W. R. BDWKER 8:.` F. P'. SHERMAN.

WATER FEEDNG AND A'IR AGMPRESSlNf MEGHANISM FUR MOTOR VEHICLES. (Application led. Nov. 24, 1899.) (No Modal.)

4 Sheets-Sheet 3.,

No. 654,5". Patented IuIy 24, |900.

w. II. -suwKEn a F. P. sIIEWnIIIAII. WATER FEEDING AND AIB CUMPRESSING MECHANISM FOR MOTUR VEHICLES.

. (Application filed Nov. 24, 1899.) (N0 MUGL) I 4 Sheets- Sheet 4,

I l I I I I I l I I I I I I I I I I I I l I I I I I I I 'mi mmm Pnsns co. moro-uvm.. msmnm'om r c rr rares PATENT WILLIAM RUSHTON BOVVKER AND FRANK SHERMAN, OF W'ALTHAM,

" MASSACHUSETTS. f

WATVERfFEEDING AND AIR-COMPRESSING MECHANISM FOR MOTOR-VEHICLES.

SPECIFICATION formingpart of Letters Patent No. 654,51 1, dated July 24, 19O. VApplication filed November 24, 1899. Serial No. 73 8,216. (No model.)

To @ZZ whom t may concern-.-

Be it known that We, WILLIAM RUSHTON Bowxna and FRANK P. SHERMAN, citizens of the United States, and residents of Waltham,

steam-motor vehicles the feed-water pump has been operated from the driving-shaft of the engine, so that the pump could only be operated while the vehicle was in motion, and the air-compressing mechanism for the gasolene-tank has heretofore been operated by hand and the brake mechanism by foot or hand. In such vehicles the tires have been inflated by means extraneous to the vehicle` forinstance, by a hand-pump.

One object of our invention is to provide means for pumping the water into the steamboiler from its tank while the vehicle is at rest or in motion or with a small head of steam or for pumping the water into boiler or tank from some external source or supply.

Further objects are to operate the air-pump of the compressed-air reservoir of the gasolene-tank from the same engine that operates the feed-water pump; also, to separably conneet the same, so that one may be operated without the other instead of being simultaneously operated; also, to provide the airpump with connections for inilating pneumatic tires; also, to provide a piston actuated from the compressed-air reservoir of thegaso- Iene-tank to operate the brake mechanism of the vehicle.

These objects wcattain by the mechanism shown in the accompanying drawings, `in whichha Figure l is a part longitudinal sectional elevation and end view of the/engine pistonhead and pistonuod. Fig. 2 is a plan and end view of the same. Fig. 3 is a longitudinal sectional elevation of the en ginecylinder with a different form or solid piston-head. Fig. 4 is a part sectional plan thereof. Figs. 5 and 6 are cross-sectional views through the engine-cy1inder, showing the relative positions of the two steam inlet and two exhaust ports of the piston-head. Fig. 7 is a longi` tudinal sectional elevation of improved valve less engine and the feed-water pump connected therewith. Fig. 8 is a plan of the same, together with an air-purnp separably connected with the engine-piston. Fig. 9 is a plan view of the mechanism shown in Fig. 8 in combination with the different apparatus of a steam-motor vehicle for which. it is especiallyadapted.`

10 is the engine-cylinder of the feed-water pumpfand has at its middle diametrically-opposed inlet and exhaust ports l2 and 13, respectively, the former, as shown in Fig. 9, receiving steam through pipe 30 from the steam-boiler`29, and the latter exhausting into the exhaustepipe 3l. The boiler 29 supplies 'the motive force for the driving mechanism (not shown) of the vehicle.

The piston A of the engine-cylinder 10 is preferably formed in two hollow halves or sections l 2, which meet on the line 5, as shown in Figs. l and 2, thereby forming an internal steam-chamber 9. The steam in the chamber 9 causes the sections l and 2 of the piston to move apart and closely tit the cylinder, which will prevent all tendency to stick. The piston-rod 6 has radially-projecting arms 3 3, theouter ends of which enter sockets in the pistomsections, so as to allow of such expansive action, andthe piston-rod is further provided within the cylinder at its ends with rings or collars 4, which cause the piston and rod to move together. the piston A may be solid, as shown in Figs. 3 and?. With the sectional piston there will be a slight loss of steam; but as the engine is quick-acting its loss will not be felt.

Both forms of piston are provided on the same side with surface grooves 7 a 7 b, which con stitute the inletports. These grooves for thc major portions of their lengths run parallel and lie at opposite sides of a common center line, (shown in dotted lines inFigs. 2 and S3) but their inlet ends are curved inwardlynto and intersect said lines. These inletends lie If desired7 however,

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at opposite ends of the piston, so as to alternately lregir-:ter with the inlet-port 12, and from the discharge ends of the grooves passages are bored to the ends of the cylinder, so

`as to lead the steam from the grooves to and behind the cylinder ends. The exhaustgrooves 8EL 8b are on the opposite sides ofthe piston and are diametrically opposite `the inlet-ports 7iL 7b, respectively.

In order that the piston A may be partially rotated at each stroke to bring the proper inlet and exhaust ports into register with the inlet and exhaust openings 12 1.3 of the cylinder, and vthus form avalveless engine, we provide the piston-rod 6 beyond'its stuffing-box 11 with a tixed pin 52, having thereon at the lower end an antifriction-roller 16,which travels in an elliptical groove 17 of a guide 15. This pin-and-groove connection serves to partially rotate the piston in opposite directions, as it moves back and-forth at the beginning ofits two throws. (See Fig. 8.) As the piston .moves from right toleft, Fig. 8, the pin 52 will be forced into the far portion of groove 17, which will firstrock or rotate the rod 6 andits piston A and then hold it in a straight path, and in the opposite movement the pin will be forced past the central line into the near portion of the groove and rotate the piston oppositely. This rotation of the piston by the curved ends of groove 17 will cause its inlet-grooves 7 7b to be brought alternately into register with the inlet-port 12, and they will be keptin register therewith throughout theentire lengths of their grooved portions by the .straight portions of the groove 17. By reason of these curved ports 7a 7b they will take steam on the position of dead-center, which keeps the piston-head in continuous motion or keeps itin action continuously so long as there is a supply-of steam.

Referring to Fig. 5, it will be seen that steam is entering the cylinder 10 through the inletport 7 a of the pistou and exhausting through port 8, and the positions of ports 7b 8b at this time are shown in Fig. 6. In Fig. 2 (end View) the rotary travel of the piston is to bring its ports to the .common central line 7M 8M, as shown by dotted lines.

:Beyond the pin 52 and roller 16 the pistonrod 6 enters the feed-water-pump cylinder 23 through a stuffing-box 14 and is provided with a piston 5.0, which draws in Water through inlet-pipe 24 and discharges it through outletpipe 2.5. These two pipes, as shown in Fig. 9, areprcv'ided vwith check-Valves c c, respectively., operating as usual. The inlet-pi pe 24 extends to the water-tank 28 and also has a branch pipe 42, adapted for connection with a hydrant or other water-supply. The pipe 42 has a valve 41, and the pipe 24 has avalve 40 `between tank 28 and pipe 42. The pipe 25 .leads from the pump-cylinder 23 to the steam-boiler 29. tofeed the same with water,

andfnext to the boilera Valve 39 is provided. Juast beyond this valve 39 the pipe 25 is connectedto the tank 28 by a pipe 38having a valve 38% The cylinders 10 and 23 are connected by the guidel, which ymay be integral therewith or a separate casting. Y Parallel with the pump-cylinder 23 is the air-pump cylinder 26, having its outlet-pipe 27 provided with a check-valve c2 and connected to the compressedair reservoir 32, which in turn is connected With the gasolenetank 33 by a pipe 36, having a controllingvalve 37. This tank 33 supplies the fuel to the furnace (not shown) of boiler 29. Within the air-pump cylinder 26 is a piston 21, the rod 21 of which passes through a suitable guide 22 on the framework. The piston-rod 21 is connected to the piston-rod 6 byalever 19, having a longitudinal slot between the ends through which passes a fulcrum-pin 18, having collars 56 57 and mounted on a lug projecting from the guide 15. OneV end of the lever 19 is also slotted to receive the upper end of pin 52 of piston-rod 6, by which it is rocked, this pin being of alength to keep it in the groove 17 and in engagement also with lever 19, at opposite sides of which are the collars 53 54. The opposite end Kof lever 19 is separably pivoted at 2O to the piston-rod 21, and between the removable pivot 2O and the fulcrum 18 the lever 19l is provided with a hinged joint, as at 51, so that by-reinoving pivot 42() and swinging the end of lever 19 on its hinge 51 thevair-compressing pump may be disconnected from the feed-water pump.

In order that the pneumatic vehicle-tires may be inated, we provide the air-pu mp cylinder with a pipe 49, having a controlling- Valve 44 and a nozzle or nipple 45, adapted for connection with a length of tubingleading to the tire-valves.

The compressed-air reservoir 32 is further.

connected with a brake-cylinder-34 by a short pipe having a valve 47. This brake-cylinder has a piston 34a, provided with a piston-rod 34, the outer end ofwhich engages a brakelever 35, adapted to apply the wheel-brakes. (Not shown.) 48 representsvthe framework for supporting the variousrnechanisms above described.

The operation is as follows: The throttlevalve 43 being opened steam will low into cylinder 10 (see Figs. 7 and 8) and through port 7a behind the right-hand end of piston A, which will move the piston longitudinally from right to left, and the roller and guide 16 15 will cause the piston to rotate when it reaches the end of the stroke and bring -the port 7b into connection with the steam-inlet 12. In so moving from right to left the exhaust-port 8a will conduct any steam in lefthand end of cylinder to the exhaust-port 13 and pipe 31. In the opposite movement of the pistonAthe port 8l will exhaust thesteam while the piston is moved from left 4to right by the live steam passing through port 7b. We thus do away with :the steamy chest and valves usually employed with steam-engine cylinders.

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To pump water only, the lever 19 Y is disconnected from piston-rod 21.- To pum p' water from an external source into the tank 28, a hose is attached to the pipe 42 and valves 39 and 40 are closed and valves 4l and 38a are opened; but to pumpwater fromsuch external source directly into the boiler 29 the valves 38CL and 40 are closed andvalves 4l and 39 are opened. To pump water from tank 28 into boiler 29, close the valves 4l and 38L and Open valves 40 and 39. To pump air Without pumping water into the tank or the boiler, the lever 19 is connected to pump-rod 2l, valves 4I 39 are closed, and valves 40 and 38a are opened. This causes a Water circulation from the tank back into the tank through valves 40 and 38% TO pump air intopneumatic tires, make the connection at 45, close valve 46 and open valve 44. To pump air into reservoir 32, close valve 44 and open valve 46. By opening valves 36 and 37 air may be pumped direct to the gasolene-tank 33, and by closing valve 37 and openingvalve 46 47 air may be pumped direct to the brake'- cylinder 34. By closing valves 37 and 47 compressed air may be stored in the reservoir 32, and by opening valves 44 and 46 air may be pumped simultaneously into the reservoir 32 and through pipe 49 to the tires. By proper manipulation of the various valves Water and air may be pumped simultaneously to the desired points or places.

It is possible to pump Water to the boiler while the vehicle is at rest, as well as while in motion, since thev feed-Water pump is operated from its own valveless engine and not from the drive-shaft of the main propellingengine. This is very advantageous, forsometimes there is not a sufficient head of steam to propel the vehicle, and so water could not be pumped from the drive-shaft. We can pump Water or air at any time by our improved mechanism andno foot or hand pumps are required for any of the tanks or reservoirs, tires, or brake mechanism.

What we claim is l. The combination, in a motorvehicle, with thc main steam-boiler and water-tank, of a steam feed-water pump deriving steam from said boiler, aV discharge-pipe leading from the pump to the boiler, an inlet-,pipe 24 connecting the pump With the tank, and provided with a valve 40, and a supply-pipe 42 connected to the said inlet-pipe 24 and provided with a valve 41; whereby by closing l valve 40 and opening valve 41, water may be supplied direct to the boiler from pipe 42, or by closing valve 4l and opening valve 40, the boiler may be supplied from the tank; substantially as described.

v2. The combination, in a m0tor-vehicle, with the main steamboiler,and water-tank, of a steam feed-water pump deriving steam from the main boiler, a discharge-pipe 25 leading from the pump to the boiler, and provided with a valve 39, a short pipe 38 having a valve 38 and connecting the tank with the pipe 25 between the pump and valve 39, an inlet-pipe 24 leading from the tank to the pump and provided with a valve 40, and a supply-pipe 42, having a valve 4l, and connected to the pipe 24 between the valve 40 and the pump; whereby Water may be fed to the boiler from the tank or the supply-pipe, or by closing valves 4l, 39, and opening valves 40, 38, the water may be simply `kept in circulation between the pump and tank; substantiallyas described.

3. In a motor-vehicle, the combination with a steam feed-water pump, Ot' an air-compressing pump, a lever connecting the piston-rods of the two pumps and having a hinged section separably connected to one of said piston-rods; substantially as described.

4. In a motor-vehicle, the combination with a steam feed-water pump, of an air-compressing pump operatively connected therewith, a compressed -air reservoir having a valved connection with the air-pump, and an auX- l iliary valved pipe leading from the air-pump; substantially as described.

5. In a motorvehicle, the combination with a steam feed-water pump, of an air-compressing pump operatively connected therewith, a compressed-air cylinder having a valved connection with the air-pump, and also having a valved connection with a brake-cylinder; substantially as described.

In testimony whereof we attix our signatures in presence of two witnesses.

WILLIAM RUSHTON BOWKER. FRANK P. SHERMAN.

Witnesses:

JOHN R. BOWKER, BYRON B. JOHNSON. 

